Railway-switch structure.



H. THEIS.

RAILWAY SWITCH STRUCTURE.

APPLICATION FILED MAY 22, 1908. 909,7 1 O, Patented J an. 12, 1909-. 2 SHEETS-SHEET 1.

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. APPLIOATIOH FILED MAY 22,1908. 909,71 0, Patented Jan. 12. 1909.v

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RAILWAY-SWITCH STRUCTURE.

Specification of Letters Patent.

Patented Jan. 12, 1909.

Application filed. May 22, 1908. Serial No. 34,269.

To all whom it may concern:

Be it known that I, HENRY Trnns, a citizen of the United States of America, and a resident of Lawrenceburg, in the county of Dearborn and State of Indiana, have invented certain new and useful Improvements in Railway-Switch Structures, of which the following is a specification.

This invention relates to railway-track structures, or, more particularly speaking, to what is commonly known as frogless cross-overs in tracks where switches are located, and the objects of the invention are: first, to maintain a normally unbroken maintrack along railways, especially where any shunting switches occur; and second, to provide elevated means whereby the cars are shunted or passed to and from the siding over the top of the intermediate intact main rail and thus enable the disuse of frogs in the track structure wherever desired.

The invention consists, in one instance, in the pro *ision in connection with a frogless main-track having shunting point and switch rails therein, of an inclined bridge or gate rail in an elevated turn-out of the siding or branch-track, such gate-rail being pivoted at one end in the turn-out and extending at a rising inclination toward the adjacent inner main rail whereby it can be brought to rest upon the said adjacent inner main rail and with its point in contact with the highest elevated portion of the inner rail of the turn-out that lies between the main-track rails; and it consists, in another instance, in the provision in connection with a frogless main-track and a siding having suitable shunting tongue-rails arranged and adapted to operate within said main-track and, also, having in its structure an elevated inclined inner rail between the rails of the said maintrack, of an elevated inclined gate-rail swiveled at its heel-end in the siding, an I-beani forming a direct support for said gate-rail and having its upper face transversely furrowed or grooved to reduce the frictional contact of the gate-rail in sliding thereover, a guard-rail in the main-track lying contiguous to the inner main or lead rail and forming a support for the point end of the gate-rail and, also, for the heel end of the turn-out rail that lies between said maintrack rails when said point of the gate-rail is in shunting position, and means comprising actuating switch-rods connecting the switch-points in the main-track with those in the siding so that both shunting sets may be operated in unison and simultaneous with the switch-targets that indicate the open and closed positions of all said switch or shunting points.

Other of the many features of the invention will be fully hereinafter described and particularly pointed out in the claims.

In the accompanying drawings, Figure 1 is a plan view of a switch section of railwaytrack, showing the switch closed with the main-track intact and with my improved cross-over in open position or its normal one when no switching is to be made; Fig. 2, a plan view similar to Fig. 1, but with the switching and cross-over devices in the position they assume for shunting from the main-track into the side track or turn-out; Fig. 8, a longitudinal sectional elevation of the device, taken on the dotted-line a, a, Fig. 1; Fig. a, a transverse sectional elevation, taken on the dotted-line b, b, Fig. 2; Fig. 5, a fragmentary sectional elevation, taken on the dotted-line 0, c, Fig. 2, but on a larger scale, to plainly show the improved gaterail device at its swiveling end; Fig. 6, a transverse section of the swivel end of the gate-rail, taken on the dotted-line (Z, d, Fig. 5; and Fig. 7, a sectional plan View of the switch-stand containing the special form of levers or arms for use in operating the switch-points in both the main-track and cross-over, the section being taken on aline with the slot in the lower part of the switchstand and showing the operating rods and the ties broken off.

In these views, 1 indicates the outer mainrail and 2 the inner main-rail of the maintrack, the customary ties 3 being used to support same.

4, l indicate the switch-points placed as customary in the main-track, 5 indicating the turn-out rail in the main-track leading from one of the points 4 and laid on plates or bars 6 of increased heights or elevation beginning at the joint with the point 4 and ending at a point where the cross-over is to be made. This turn-out rail is brought in construction to the crossing-over point, then bent parallel to the main-rail 2 and with its heel turned laterally outward and downwardly so as to allow for any undue obstruction on the rolling-stock passing over the track.

A suitable space is provided between the bent portion of the turn-out rail 5 and the main-rail 2, to allow for the insertion and presence of a guard-rail 7 laid parallel to the said main-rail 2 and extending along the entire point of crossing-over from the main-track into the siding.

In Fig. i, I have shown how the inner flange at the base of the turn-out rail 5 is brought under the head of the guard-rail 7, the latter being properly shown as spiked in position on the ties alongside the mainrail 2 and the head of such guard-rail being in the same horizontal plane as that of the two main-rails 1 and 2. Suitable braces 5 are provided along that part of the turn-out rail 5 where the crossing over is effected.

8 indicates the outer rail of the siding or turn-out and 9 the inner rail of said siding or turn-out.

10 indicates a gate-rail suitably tapered or pointed at its fore end and provided with a circular formation 10 at its rear end or heel whereby it swivels or pivots horizontally in a box 11 spiked to one of the ties.

12 indicates an I-beam made of such length and shaped to fit at its fore end along the outer flange of the main-rail 2 and terminating at a point forward of the inner turn-out rail 9, the said swivel or heel end of the gate-rail 10 being located in the space between said I-bearn and inner turn-out rail. The box 11 of the gaterail swivel has forwardly-projecting straps or arms 13 forming fish-plates for connection with the heel end of the I-bearn 12, and 14. indicates each one of two rearwardly-projecting straps or arms forming fish-plates for use in connect ing the turn-out rail 9 with said swivel-box 11, such straps 14 being extended upward to a higher plane than those 13 so as to connect said turn-out rail 9 in proper relation with the heel end of the gate-rail 10, a suitable space 8 being allowed between said rail 9 and gate-rail 10 for the proper swiveling of the latter.

The gate-rail 10 is supported in a horizontal position on the I-beam 12, with its point end resting on a short length of track-rail 15, as best seen in Fig. 1, when the device is in normal position with the inner one of the switch-points 4 closed and the main-track intact or unbroken. When the siding is to be used and the outer one of the switch-points 1 is closed against the outer main-rail 1, the gate-rail is swung over on its swivel so that its tapered fore end or point shall lie in contact with the inner face of the web and head or ball of the turn-out rail 5 and with its base resting on the inner main-rail 2 and the guard-rail 7, as best seen in Fig. 4. Hooks 10 are provided on the gate-rail 10 to engage the shouldered upper edge of the I-beam 12 and brace the gate-rail in its closed position.

The gate-rail 10 is of lesser height than the other track rails, its web being thickened and shortened and its head and flanges correspondingly broadened, as best seen in Fig. 4:, so that it has the proper stiffness and strength for the passage of heavy loads thereover and it is just high enough from top to bottom so as to correspond to the difference in height of the turn-out rail 5 above that of the adjacent guard-rail 7, thus bringing the upper surfaces of their heads on the same plane. The I-beam 12 and the short rail 15 on which the gate-rail is supported bring thebase of the gate-rail on the same plane with the upper face of the mainrail 2 and that of the guard-rail 7 so that the gate-rail may pass or slide to and from switching position in contact with the turnout rail 5. Shallow transverse grooves or furrows 12 are made in the upper face of the I-beam 12 to reduce the frictional-contact of the gate-rail 10 as much as expedient without unduly weakening said I-beam as a support.

The outer rail 8 of the turn-out or siding is laid on blocks or supports 6 of ascending and descending heights to and from the point of crossing over so as to make provision to correspond to the ascending and descending inclination of the turn-out rails 5 and 9, as is obvious.

The outer turn-out rail 8 is preferably divided or parted at a point to the rear of the cross-over on the main-rail 2, such dividing-point having therein an outwardlybent portion 8 and a flared or pointed portion S the latter serving as a derailer when in the open position seen in Fig. 1, such open position being assumed when the maintrack is intact and the inner one of the switch-points 4E closed, with the gate-rail open. lVhen the main-track is thrown open into the siding, .as seen in Fig. 2, the gaterail is closed against the turn-out rail 5 and the point 8* of the resilient heel portion of the outer, fore section of the turnout or siding rail 8 is closed in contact with theoutwardly-bent portion 8 of the rear section of said turn-out rail 8.

Having thus far described the cross-over portion of my invention, I will now take up the means I prefer to use in operating the movable parts of said cross-over portion and the derailer.

16 indicates each one of the two transverse bars connecting the switch-points 4e, 4 so that they operate in unison and 17 is the customary rod connecting the said switchpoints 1 with the switch-stand 18. The switch-stand is composed of a base 18 having a central conical pedestal 18 and a signal-target 18 the latter being supported on the squared upper end of the vertical shaft 1S which has bearings in both the top of the pedestal 18 and the base 18.

19 is a crank-arm duly fastened near the lower end of the shaft 18 with its outer end pivotally-connected to the forked outer end 17* of the rod 17, the latter extending through a suitable opening in the bottom of the pedestal 18 20 indicates another crank-arm duly fastened at one end on the upright shaft 18 just above the crank-arm 19 and of slightly greater length than said crank-arm 19, with its outer end projecting through and beyond a slot 21 in the lower portion of the pedestal 18 and pivotally-connecting at 21 with a long rod 22 that extends through bearings 22 to the outer end of a right-angled or bell-crank arm 23, which, in turn, is pivotally-mounted at 23 on one of the cross-ties upon which the cross-over portion of the track structure is mounted.

24 indicates a transverse rod pivotallyconnected at one end to the inner end of the crank-arm 23 and, at its other end, being also pivotally-connected to a pendent lug 25 secured to the web of the gate-rail 10 near the point end thereof.

26 indicates a transverse rod pivotallyconnected at one end to said pendent lug 25 and, at its other end, pivotally-connected to the outer end of a crank-arm 27 whose inner end is duly fastened to the vertical shaft 28 of a signal-target 29 mounted on one of the ties adjacent the outer side of the siding-rail 8.

30 indicates a lever pivoted at 31 upon a platform 32 intermediate the rear portion of the gate-rail 10 and the rear portion of the derailer end of the fore section of the siding-rail 8, as best seen in Figs. 1 and 2. A short rod 33 pivotally-connects the fore end of the lever 30 with a lug 34 fastened on the inner face of the gate-rail 10 near its heel end and 35 is another short rod pivotally-connecting the rear end of said lever 30 with a lug 36 fastened on the inner face of the point end 8 of said derailer.

In operation, the handle 37 of the switchstand is moved so as to turn the shaft 18 that carries with it the crank-arms 19 and 20, thus moving the switch-points 4 to the desired position simultaneous with the movement of the gate-rail 10 and the derailer, either for the open or closed position of the siding. In Fig. 1, I have shown the switchpoints 4, the gate-rail 10 and the derailer in their normal positions, whereby the maintrack is intact and unbroken and, in Fig. 2, I have shown the said switch-points 4, the gate-rail 10 and the derailer in the positions they occupy, through the simultaneous action of the rods 22, 24, 26, 33 and 36, whereby the siding or turn-out is thrown open with the cross-over in position for the passage of the train-wheels over the main-track without use of any frog in said main-track.

It will be observed that the relative positions of the signal-targets 18 and 29 are such that their action is simultaneous so as not to be used and the main-track is to be maintained intact and unbroken at the switch.

I claim 1. In railway-track constructlon, a maintrack containing practically continuous main-rails and having a switch point or tongue forming a part of the inner mainrail and adapted to close the latter in connection with a siding or turn-'out, a turn-out rail mounted in the main-track on supports of gradually increasing height from the outer main-rail toward but not touching the inner main-rail and having a switch point or tongue at its fore end, a guard-rail mounted in the space between the rear end of said turn-out rail and the inner main-rail at the same plane as the latter but at a lower plane than the said inner end of the turn-out rail, a siding having a gate-rail swung horizontally at the fore end of its inner rail and supported on a platform at an elevation so that its lower face shall contact and rest upon the upper faces of the inner main-rail and the guard-rail for use as a cross-over in switching, a derailer in the outer edge of the turn-out or siding comprising a foresection made independent of a rear section with a tapered point at its rear end for making a close joint or contacting with the rear section when the siding is open for switching and adapted to be thrown open or spaced away from said rear section to cause a gap suflicient to throw the heels to one side before approaching the main-track, and means comprising rods and levers that are mounted and adapted to act in unison for throwing the switch points in the main-track, the gaterail and the derailer.

2. A railway-track construction, a maintrack having practically continuous mainrails and a switch-point in one of the rails adapted to be thrown into position for entrance into the siding or turn-out, an inclined turn-out rail leading from an outer switch-point adjacent the inner face of the outer main-rail toward but not approaching the inner main-rail, a guard-rail mounted parallel to said inner main-rail intermediate the latter and the inner end of said turnout rail, a siding having inner and outer rails, a gate-rail pivoted at its heel end in position at the fore end of the inner siding rail and having a tapered end or point adapted to engage or make joint with the elevated inner end of the turn-out rail between the main rails, an I-beam or platform supporting said gate-rail at an elevation so that it may clear the upper faces of said inner main-rail and the guard-rail and bring it to position for resting upon said innermain-rail and the guard-rail and with its point in contact and making joint with said turn-out rail, a support for the fore end or point of the gate-rail when it is in its normal position at rest and at the time that the maintrack is intact and the switch closed, a switch-stand comprising a body portion and a shaft suitably journaled therein and said shaft having thereon a pair of crank-arms at angles to each other, a rod pivotally-attached to one of said crank-arms and leading to the switch-points in the main-track, a rod pivotally-attached to the other crank-arm and leading along the siding to a rightangled crank-arm for pivotal-connection to one of its arms and a rod pivotally-connected to the other arm of said right-angled crank-arm and leading for pivotal-attachment to a lug on the inner face of said gaterail.

3. In railway-track construction, an unbroken or continuous main-track having a switch-point therein, an inclined turn-out rail with a switch-point at its fore end and spaced away from the inner main-rail at its rear end, a guardrail mounted intermediate the inner main-rail and the inner end of the inclined turn-out rail but at a lower level than that of the top surface of the inner end of said turn-out rail, a turn-out or siding having a gate-rail at the fore end of its inner rail and mounted on a platform at an elevation to carry it to and from jointing contact with the inner end of said turn-out rail located between the main-rails, and said platform having transverse grooves in its upper face and lateral, pendently-disposed hooks mounted along the inner face of the gate-rail and adapted to engage the upper edge of said platform when the point of the gaterail is in contact or making joint with the inner end of said turn-out rail in the main-track.

I 4. In railway-track construction, a practically continuous main-track having a switch-point in one of its rails, an inclined turn-out rail having a switch-point at its fore end and with its rear end approaching but not touching the inner face of the inner main-rail, a guard-rail intermediate the inner elevated end of the turn-out rail and theadjacent inner main-rail, a siding having its several rails inclined upwardly at the fore end leading toward the main-track, a gate-rail mounted at the fore end of the inclose contacting joint with the said inner end of the turn-out rail located between the main-rails, a pivot or swivel at the heel end of the gate-rail and comprising a round head-formation at said heel end of the gaterail and a boxing for said head-formation and having fish-plate straps leading in o posite directions for engagement with t e adjacent ends of the gate-rail platform and the inner siding rail to close the joint, and means comprising rods and levers or crankarm's whereby the switch-points in the maintrack and the swinging gate-rail are adapted to operate in unison for'the opening and closing of the siding.

5. In railway-track construction, a continuous main-track having a switch-point or tongue therein, an inclined turn-out rail between the main-rails and having a switchpoint at its fore end and with its rear end approaching but not touching the inner face of the inner main-rail and at an elevation above said inner main-rail, a guard-rail intermediate the inner main-rail and the inner end of the turn-out rail located in the maintrack, a siding having inner and outer rails, a horizontally pivoted or swiveled gate-rail at the fore end of the inner siding-rail, an elevated platform for supporting said gaterail for use as a cross-over in connection with the inner end of the turn-out 'rail located between the main-track rail, a derailer-section in the outer siding rail, a switch-stand having a shaft with a signal-target and a pair of arms at angles to each other mounted thereon,

a controlling-rod leading from one of the arms in the switch-stand to the switch-points V in the main-track, a controlling-rod leading from the other arm in the switch-stand to an angled lever or crank-arm located at a point opposite to that of the cross-over, a rod leading from said angular lever or crank-arm to the fore end of the gate-rail, a rod leading from said fore end of the gate-rail to a crankarm on a signal-target stand, a target on the shaft of said signal-target stand, a lever pivotally-mounted in the siding and having a link or rod at one end coupled to the said gate-rail and a link or rod at its other end coupled to the point of said derailer section, the said rods, levers, crank-arms and targets being operated in unison so that the switchpoints, gate-rail and derailer shall act in unison and so that both said target devices shall act in unison for use in the closed and open positions of the switch devices.

HENRY THEIS.

Witnesses:

P. C. BRAUN, Tnos. S. CRANUS.

It is hereby certified that in Letters Patent No. 909,710, granted January 12, 1909,

upon the application of Henry Theis, of Lawrenceburg, Indiana, for an improvement in Railway-Switch Structures, errors appear in the printed specification requiring correction, as follows: In line 111, page 3, the word heels should read wheels; line 117, same page, the article A, first occurrence, should read In; line 124, the word approaching should read touching, and in line 97, page 4, the word rail should read mils; and that the said Letters Patent should be read with these corrections therein that the same may conform to the record of the case in the Patent Oflice.

Signed and sealed this 23rd day of February, A. D., 1909.

[SEAL] O. G. BILLINGS,

Acting Commissioner of Patents. 

